Combined intake and exhaust valve for gas-engines.



PATENTED JULY 10, 1906.

A. G. RONAN.

COMBINED INTAKE AND EXHAUST VALVE FOR GAS ENGINES;

APPLICATION FILED AUG. 18 1904.

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A. RONAN] COMBINED INTAKE AND EXHAUST VALVE FOR GAS ENGINES.

APPLICATION FILED AUG.18, 1904.

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No. 825,867. PATENTED JULY 10, 1906.

A. G. RONAN.

COMBINED INTAKE AND EXHAUST VALVE FOR GAS ENGINES..

APPLIOATION FILED AUG.18, 1904.

3 SHEETS-SHEET 8 Wvfiwsses. IIwe/zlw:

UNITED STATES PATENT OFFICE.

Specification of Letters Patent.

Patented July 10, 1906.

Application filed August 18, 1904. Serial No. 221,168.

1'0 (1 7,7 whom, it may concern.-

Beit known that I, ANSON GRovEs RONAN, machinist, a subject of the King of Great Britain, residing in the city of Toronto, county of York, and Province of Ontario, Canada, 5

have invented certain new and useful Improvements in a Combined Intake and EX- haust Valve for Gas-Engines, of which the following is a specification.

My invention relates to improvements in combined intake and exhaust valves for gasengines; and the objects of my invention are, first, to provide an explosion-chamber with only one valve of peculiar construction which performs one function of permitting the escape of the waste products of combustion therefrom and a further function of admitting pure air thereinto secondly, in the preferred form of my invention to place the valve-spring out of the path of movement of the waste products of combustion, so as to prevent its destruction, and, thirdly, to force a continuous draft of cold air down upon the valve, so as to keep same as cool as possible; and it consists, essentially, of a valve-casing provided with two branches which connect together and terminate in a common opening, which is controlled by the valve-head, as hereinafter more particularly described.

Figure 1 is a vertical central section through the preferred form of explosionchamber, showing same attached to a suitable engine-casing provided with suitable powertransmitting parts and also showing my preferred form of combined intake and exhaust valve attached thereto. Fig. 2 is a vertical central section through my preferred form of combined intake and exhaust valve and cylinder for same, takenat right angles to the section shown in Fig. 1. Fig. 3 is a side elevation of my preferred form of combined intake and exhaust valve. Fig. 4 is an enlarged detailed view of the mechanism for operating my valve. Fig. 5 is a vertical central section through the preferred form of explosionechamber, showing an alternative form of my combined intake and exhaust valve attached thereto.

In the. drawings like characters of reference indicate corresponding parts in each figure.

Of course my valve may be used in connection with any make of cylinder or combustion-chamber; but I prefer to describe same in connection with the cylinder described and.

claimed in my application, Serial N 0. 214,039,-

i filed June 24, 1904.

! A is the explosion-chamber, and B the up- 1 per portion of the engine-casing, to which said explosion-chamber is suitably secured, and C lower portion of same.

D is the engine-shaft, the inner ends of which are keyed to the fly-wheels E, which by means of the wrist-pin F are secured to the piston-rod G, provided with the usual piston-head H. In the head of the explosion-chamber I construct an opening I, in which is secured my valve-casing J, herein after more particularly described. Keyed to the shaft D is the spur-gear M, which meshes with the spur-wheel N, j ournaled on the shaft 0, which has bearing in the plate P, secured to one side of the engine-casing, and the boss Q, which forms part of said engine-casing. The said spur-wheel is preferably provided with a sleeve R, which incloses the boss Q and has bearing thereon.

S is a rod held in any suitable bearing, a ainst the upper end of which rests the lever 15. In the lower end of the rod S is suitably pivoted a roller T, which operates upon the sleeve R and its cams, as hereinafter described.

U is an i niter, preferably an electr1c one, and V the elivery end of the conduit V of the fuel-measuring device which enters said explosion-chamber. The fuel-measuring device I use in connection with my engine 1s fully shown in my Patent No. 752,181, dated February 16, 1904. This said fuel-measurer is also described and theIparticular cycle of the gas-engine in which use my valve 111 Patent No. 753,003, dated February 23 1904, so I do not consider it necessary to again describe said fuel-measurer.

The shaft 1) and its connected parts are of course operated by hand in starting u the engine. I will su pose that an exp osion has already taken p ace and forced the plstonhead H down into the position shown in Fig. 1. As the piston-head opens the .eirhaustorts a, waste products of combustion exhaust therethrough, and by the time the piston-head moves upward and closes sald exhaust-ports the major portion of the waste products of combustion have escaped from the explosion-chamber. Simultaneously the piston H closes the exhaust-ports a. the valve-stem J is depressed, thus opening the valve-head'J by reason of the cam 2, secured to or forming part of the sleeve R, abutting the roller T, thus moving the rod S upward and depressing the end I) of the lever K, which is pivoted at k on the valve-casing J.

The valvehead J is kept open while the piston H moves to the limit 3 of its inward stroke, thus discharging a second volume of the waste products of combustion through the valve-casing. The said valve-head still remains open during the movement of the piston-head H from line 3 to approximately line 4, thus permitting a charge of pure air to rush into the explosion-chamber on top of the residue of the waste products of combustion therein, thus keeping same next the piston-head. Immediately thecam 2 escapes the roller T the said roller drops onto the uniform periphery of the sleeve R and rests in contact with same for the space 5, (shown between cam 2 and the other cam) thus permitting the valve-head J 2 to be closed by its spring 1. The length of the space 5 is approximately indicated by the distance between the lines 4-.and 6. During the length of this space the required charge of raw liquid fuel is discharged through the delivery" end V of the conduit of the fuel-measuring device into the explosion-chamber into the body of pure air above the residue of the waste products of combustion. Immediately the cam 7, secured to or forming part of the sleeve R, abuts the roller T the rod S is moved upward, depressing the lever K, so that the valve-head J is opened, and as the piston-head continues in its outward movement a volume of fresh air simultaneously rushes into the explosion-chamber. From the time the piston-head again opens the exhaust-ports a and until it closes same on its return movement the residue of the waste products of combustion are removed from the explosion-chamber. Simultaneously the piston-head H closes the exhaust-ports a the roller T escapes the cam 7 and rests again upon the periphery of the sleeve R for the space 8 between the cams 2 and 7, thus permitting the closing of the valve-head J During the continued movement of the piston-head the explosive mixture is compressed, ignited, and exploded and the pistonhead H forced down into the position shownin Fig. 1, when the abovedescribed cycle again takes lace. My engine is particularly designed fbr use in the front of the vehicle.

I will now describe the particular construction of the valve-casing J. Supposing the engine is traveling in the direction indicated by arrow, it will be understood that 8. current of fresh air will always be passing into the valve-casing by the branch J of same and out therefrom through the branch J Part of this fresh air will be forced over the valve-head J z and will considerably lower the temperature of same. When the valvehead J is first opened, the inward movement of the piston-head drives waste prod i ucts of combustion into the valve-casing J,

and same are immediately carried out of said valve-casing through the branch J by the current of fresh air rushing through saidvalve-casing. The fresh current of air passing through said valve-casing positively removes all traces of waste products of combustion therefrom. When the valve-head J as before'described, is kept open and during part of the inward movement of the piston-head, a supply of fresh air will rush into the explosion-chamber through the branch J The lower part J of the valve-casing J rests in the opening I, and against the lower part of same the valve-head J operates, as will be understood. By means of lugs J, secured to or forming part of said valve-casing, and screws'j, passing therethrough, the said valve-casing is secured in position. The valve-stem J has considerable hearing, as shown at J, and extends upward through said valve-casing and is provided near its upper end with a disk m, between which and the top of the valve-casing is the said s ring 1.

From the cycle just described it wil be understood that the valve J 2 is an auxiliary exhaust-valve and that the major portion of the waste products of combustion escape through the exhaust-ports a. By reason of the exhausting of the major portion of the waste products of combustion in the first instance through the exhaust-ports a it will be understood that the second volume of the waste products of combustion exhausted through the auxiliary exhaust-valve J will 'not possess the force possessed by the first body of exhausted waste prod-ucts of combustion, and consequently the current of fresh air passing through the valve-casingJ will be certainto carry the waste products of combustion therewithin thereout of through the branch J As is'well known, the temperature of the waste products of combustion is very high. Now as the spring 1 is entirely removed from the path of said Waste products of combustion it will be understood that its temperature will not be raised. sufficiently in order to destroy its power to close the valve-head J In Fig. 5 I show an alternative form of m valve-casing. Over the front of the branch J of same I secure any suitable netting J so as to screen as much foreign matter as possi ble from the incoming current of'pure air. In this form of valve-casing the lever K is pivoted within same, and the spring 1 is also contained within said valve. In this form of valve-casing it will be understood that the spring 1 is directly the path of movement of the waste roducts of combustion, and I much prefer t e form shown in Figs. 1, 2, and.

3. A current of fresh air continually passing IIO through said valve-casing and out of the v the gearing M and N is such that the rod will be 0 erated at one-half the speed of the engine-s aft. 7

From this specification it will beunderstood that my particular construction of valve-casing enables me to positively concentrate to great advantage a current of cold air upon the valve-head, so as to prevent same from getting too hot. Also by, reason of the discharge branch J of said valve-casing I am enabled to positively control the direction of exhaust of-the waste products of combustion from the valve-casin Further? more, as a certain uantity of ame shoots by the valve-head 2 when same is open my construction of valve-casing J prevents said flame from being seen and becoming a possible source of danger.

I do not confine myself to the means shown and described for operating the valve J.

I do not confine myself to the construction herein shown and described, as same can be altered in many ways without departing from the spirit of my invention.

What I claim as my invention is- 1. A combined intake and exhaust valve comprising a casing "provided with freely open branch passages which connect together and terminate in a common ope at the valve-seat, the valve, and a spring lreeping said valve closed.

' 2. A combined intake and exhaust valve comprising a. casing provided with freely open branch passages which connect together held therein, and a spring valve-seat; the valve; the valve-stem extending through said casing, and a spring on said valve-stem and on the outside of said casing 3. A combined intake and exhaust valve comprising a casing provided with freely open branch passages which connect together and terminate in a common opening at the valve-seat; the valve; a downwardly-extending bearin for the valve-stem, the valvestem held t erein, and a sprin on said valvestem and on the outside of said casing.

4. A combined intake and exhaust valve comprising a casing provided with" freely open branch passages which connect together and terminate in a common 0 ening the lower edge of which is rovided with a valveseat; the valve; a ownWardly-extending bearing for the valve-stem, the valve-stem on said valve-stem and on the outside of said casin 5. A combined intake and ex ust valve comprising a casing flovided with freelyw 'ch connect together 'ANSON GROVES RONAN.

Witnesses EeEn'roN R. CASE,

L. G. SHARPE 

